Bsi bs en 15213 4 2013

BSI Standards PublicationIntelligent transport systems — After-theft systems for the recovery of stolen vehicles Part 4: Interface and system requirements in terms of long range communic

BSI Standards Publication

Intelligent transport systems

— After-theft systems for the recovery of stolen vehicles

Part 4: Interface and system requirements in terms of long range communication system

National foreword

This British Standard is the UK implementation of EN 15213-4:2013

It supersedes DD CEN/TS 15213-4:2006 which is withdrawn

The UK participation in its preparation was entrusted to TechnicalCommittee EPL/278, Intelligent transport systems

A list of organizations represented on this committee can beobtained on request to its secretary

This publication does not purport to include all the necessaryprovisions of a contract Users are responsible for its correctapplication

© The British Standards Institution 2013 Published by BSI StandardsLimited 2013

ISBN 978 0 580 80231 7ICS 35.240.60

Compliance with a British Standard cannot confer immunity from legal obligations.

This British Standard was published under the authority of theStandards Policy and Strategy Committee on 30 June 2013

Amendments issued since publication

NORME EUROPÉENNE

English Version

Intelligent transport systems - After-theft systems for the recovery of stolen vehicles - Part 4: Interface and system requirements in terms of long range communication system

Systèmes de transport intelligents - Systèmes intervenant

après un vol pour la récupération des véhicules - Partie 4:

Spécifications d'interface et de système pour les

communications à longue portée

Intelligente Transportsysteme - Systeme für das Wiederfinden gestohlener Fahrzeuge - Teil 4: Schnittstellen- und Systemanforderungen für Weitbereichskommunikationsysteme

This European Standard was approved by CEN on 26 April 2013

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN member

This European Standard exists in three official versions (English, French, German) A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management Centre has the same status as the official versions

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,

Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United Kingdom

EUROPEAN COMMITTEE FOR STANDARDIZATION

C O M I T É E U R O P É E N D E N O R M A L I S A T I O N

E U R O P Ä I S C H E S K O M I T E E FÜ R N O R M U N G

Management Centre: Avenue Marnix 17, B-1000 Brussels

© 2013 CEN All rights of exploitation in any form and by any means reserved Ref No EN 15213-4:2013: E

Contents Page

Foreword 3

Introduction 4

1 Scope 5

2 Normative references 5

3 Terms and definitions 6

4 Symbols and abbreviations 6

5 Requirements for Long Range Operations 6

5.1 LR ATSVR Architecture 6

5.2 The LR ATSVR Process 6

5.3 The LR ATSVR Functions 7

6 Vehicle Tracking System Parameters 9

6.1 Attack Resistance 9

6.2 Technical Specification 9

6.3 Activation of the ATSVR Process 9

6.4 Deactivation of the ATSVR Process 9

6.5 Functional Specification 9

6.6 Detection 10

6.7 Information Protocol 10

6.8 Tests 10

6.9 Integrity of Response 11

6.10 Incorrect Operations 11

6.11 Management of False Alarms 11

6.12 Quality of Process 12

6.13 Quality of Information 12

6.14 Quality of Equipment 12

6.15 Quality of Manufacturing 12

6.16 Quality of Installation 12

6.17 Transmitted Power 12

6.18 Safety of Vehicle User 12

6.19 Safety of Operators of Mobile Equipment 13

7 Security Considerations in LR Systems 13

7.1 Communications security 13

7.2 Stored Data Security 13

7.3 Personnel Security 13

7.4 Radio Transmissions 13

7.5 Data Protection requirements 13

Annex A (informative) Examples of Long Range Systems 15

Annex B (informative) Regulatory issues 19

Bibliography 20

at the latest by December 2013

Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights This document supersedes CEN/TS 15213-4:2006

It is derived from a suite of CEN Technical Specifications CEN/TS 15213-1 to -6 inclusive dealing with the tracking and recovery of stolen vehicles Parts 1 to 5 inclusive have been upgraded to EN status without change CEN/TS 15213-6:2011 remains a valid Technical Specification as of the date of this publication and will be considered for EN status in due course All these documents remain related and should be read in conjunction according to the type of technology, product or service being considered

EN 15213 consists of the following parts:

 EN 15213-1, Intelligent transport systems — After-theft systems for the recovery of stolen vehicles —

Part 1: Reference architecture and terminology;

 EN 15213-2, Intelligent transport systems — After-theft systems for the recovery of stolen vehicles —

Part 2: Common status message elements;

 EN 15213-3, Intelligent transport systems — After-theft systems for the recovery of stolen vehicles —

Part 3: Interface and system requirements in terms of short range communication system;

 EN 15213-4, Intelligent transport systems — After-theft systems for the recovery of stolen vehicles —

Part 4: Interface and system requirements in terms of long range communication system (the present

document);

 EN 15213-5, Intelligent transport systems — After-theft systems for the recovery of stolen vehicles —

Part 5: Messaging interface;

 CEN/TS 15213-6, Road transport and traffic telematics — After-theft services for the recovery of stolen

vehicles — Part 6: Test procedures1)

According to the CEN-CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom

1 ) Part 6 awaits final evaluation and ratification as EN and until such time remains a valid part of this EN as

This European Standard was developed to define an architecture within guidelines from CEN/TC 278 through which a level of interoperability can be achieved between Systems Operating Centres (SOC) and Law Enforcement Agencies (LEA), both nationally and internationally

This will provide minimum standards of information and assurance to users as to the functionality of systems, thereby enabling the recovery of vehicles, detection of offenders and a reduction in crime

This European Standard refers to the potential development of systems to enable law enforcement agencies

to remotely slow and/or stop the engines of stolen vehicles This situation remains and further information is available in 2012 CEN publication N2643 Feasibility Report on Remote Slow and Stop Technology, available from CEN/TC 278

This document should be read in conjunction with EN 15213-1 which provides the preliminary framework for ATSVR concepts

ATSVR elements include an OBE installed in the vehicles, a range of Detecting Equipment and one or more System Operating Centres One or more supporting Infrastructure Networks provide communications to support the ATSVR The ATSVR location function may also include one or more supporting Position Reference Sources

The LR systems use an interface that allows the Detection Equipment to operate some ATSVR Functions at distances greater than the direct line of sight These LR systems are generally operated with ATSVR Location Functions using long-range communications

This European Standard permits existing proprietary systems to operate using these interface specifications at ATSVR application level

The main subject areas are:

a) definition of classes and categories;

b) interoperability and compatibility of systems at:

1) functional level;

2) information level;

3) performance level;

c) identification of communications supporting infrastructures;

d) specification of compatible interfaces for ATSVR applications;

e) restriction of specifications to:

EN 15213-1:2013, Intelligent transport systems  After-theft systems for the recovery of stolen vehicles 

Part 1: Reference architecture and terminology

EN 15213-3:2013, Intelligent transport systems  After-theft systems for the recovery of stolen vehicles 

Part 3: Interface and system requirements in terms of short range communication system

ISO/TS 21609, Road vehicles  (EMC) guidelines for installation of aftermarket radio frequency transmitting equipment

3 Terms and definitions

For the purposes of this document, the terms and definitions given in EN 15213-1:2013 and EN 15213-3:2013 apply

4 Symbols and abbreviations

DE Detection Equipment

LEA Law Enforcement Agency (see EN 15213-1)

LR Long Range

OBE On Board Equipment

SOC System Operating Centre

ATSVR elements include an OBE installed in the vehicle, a range of Detecting Equipment and one or more SOC’s One or more supporting communications network interfaces facilitates the interactions that support the various ATSVR functions The ATSVR location function may also include one or more supporting Position Reference Sources

5.2 The LR ATSVR Process

The process begins with the theft of the vehicle Following theft or suspected theft, the first possible function is

to indicate that the theft has occurred Following this, the status of the target vehicle, i.e., whether the target vehicle has been stolen or not, shall be confirmed by the user or by other appropriate personnel; this status shall then be acknowledged by an LEA This then becomes a Registered Stolen Vehicle

The vehicle should then be located by the ATSVR, and if moving, tracked or homed onto by the system in order to facilitate LEA or ATSVR service personnel to close range with the target vehicle By closing range with the target vehicle, they will more easily be able to recognise the vehicle Once recognised, the target vehicle shall be accurately discriminated as the target vehicle from other surrounding vehicles

This process facilitates the selection of the target vehicle for closer examination by LEA or ATSVR personnel

in order to confirm the identity of the target vehicle as the stolen vehicle The process of establishing identity may require an additional query and response through ATSVR databases

This process can, under controlled circumstances, be assisted by the degradation of the capabilities of the target vehicle

5.3 The LR ATSVR Functions

5.3.1 General

There are three basic ATSVR functions:

a) Detection of a Registered Stolen Vehicle;

b) Location of a Registered Stolen Vehicle;

c) Identification of a Registered Stolen Vehicle

a distance from the vehicle (Long Range) Once activated, the OBE transmits a signal that can be picked up

by ATSVR Detection Equipment located either locally or at a distance from the vehicle The transmitted signal may contain other relevant information

Detection by Consulting is when an external item of DE interrogates the OBE and the OBE responds by transmitting data to the DE The DE then compares the received data with a database of Registered Stolen Vehicles; a data match confirms that a Registered Stolen vehicle is present and further action can take place

5.3.3 LR Location Function

Once the Registered Stolen vehicle has been detected the location can be established by one of the following functions:

 location by using direct geographic co-ordinates;

 location by using indirect geographical co-ordinates;

 location by using homing techniques

Location by direct or indirect geographic co-ordinates is the process that establishes the general or precise location of the vehicle at a given point in time This allows entitled persons to carry out their defined tasks Homing (also known as Tracing or Relative Positioning) is the process that periodically updates the range and direction of the detected vehicle from an intercepting vehicle over a period of time Thus allowing entitled personnel to approach or intercept the detected vehicle without the necessary use of landmarks or absolute geographic references

Tracking is the process that periodically updates location and other information on the detected vehicle over a period of time and allows entitled personnel to monitor, approach or intercept the detected vehicle

5.3.4 LR Identification Function

This function allows the unequivocal identification of a vehicle as being the Registered Stolen Vehicle This may be by means of a secure process that allows the unique vehicle data to be read; e.g VIN, registration number, and other data, e.g theft status, model, colour and if relevant, position

Discrimination is the process that enables entitled personnel to unambiguously differentiate the detected vehicle from other surrounding vehicles

Recognition is the process that enables entitled personnel to correctly select the detected vehicle through visual observation based on knowledge of the vehicle particulars such as make, model, colour and other specific observable features

Indirect Identification results from data coming from a central or remote data bank, whilst Direct Identification

is that resulting from data coming from the OBE

5.3.5 Remote Degradation Function (optional)

This function provides the possibility to degrade from a remote site the vehicle’s performance using either long

or short-range transmission techniques Short-range communication may be preferable as some countries require that the vehicle be in the direct line of sight of authorised personnel to trigger this function

Regulations for these devices will be developed according to the laws of each country However, this EN seeks to establish the main principles currently requested by the LEA’s These are:

a) Use of the system and the resulting engine degradation shall not lead to the contravention of the vehicle

or road transport legislation in the country where it is to be operated Differences in legislation, in different countries shall be taken into account

b) System shall not compromise the safety of the vehicle, or any other vehicle It shall only influence the intended vehicle and no other, irrespective of the system or system operator (anti-collision protection) c) For safety reasons, the device shall not switch off the engine or have any influence on the braking, steering or safety of the vehicle Subject to these requirements a slow degradation of power that the engine can generate is permissible The degradation time may be as long as 30 min to 60 min until a steady low power state is reached This permits the driver to park the vehicle safely, without endangering passing traffic

d) There shall be a positive identification of the vehicle and confirmation that it is actually stolen

e) Systems may only be activated by a person authorised by the LEA or a relevant government department Some countries may require the vehicle to be in the direct line of sight of such an authorised person to trigger this function

f) ATSVR companies should indemnify, in writing, each LEA where it is intended that the system will operate The indemnity shall cover the LEA and their officers and servants, against any claim under any course of action made by any person in respect of:

1) personal injury (including death) caused as a result of the use of the tracking/remote engine degradation system;

2) any loss, damage, expense, personal injury (including death), wrongful arrest, prosecution or charge caused by negligent operation of the system by the SOC, or by any malfunction of the system which results in a vehicle being wrongly identified as stolen

This section does not inhibit the use of the Prohibit Engine Start function when the vehicle is in Engine Off mode

5.3.6 LR Theft Indication Function

This function provides the possibility to transmit a warning or alert from the OBE to an SOC, indicating in a

DE, that the transmitting vehicle may have been stolen

6 Vehicle Tracking System Parameters

6.1 Attack Resistance

It shall be possible to install the system, including the antenna so that it is hidden from sight

6.2 Technical Specification

The vehicle battery shall normally power the system

The system shall have its own back up battery

The back up battery (a device that powers the device in the event that the main vehicle supply is interrupted), shall be able to maintain the system in active mode for a minimum of 5 h

The back up battery shall be able to maintain the system in power saving mode for a minimum of 48 h

The quiescent current drain of the system shall be less than 20 milliamps when the OBE is inactive

6.3 Activation of the ATSVR Process

The ATSVR Process may only be initiated by an SOC for the purpose of ATSVR where that SOC has an agreement with an LEA or another SOC that has such an agreement

A SOC shall only initiate the ATSVR Process when:

 it has been confirmed with a LEA that the vehicle has been stolen;

 the standard operational procedures of the SOC have been followed

A SOC may initiate the ATSVR Process for testing purposes with the prior agreement of the appropriate LEA

6.4 Deactivation of the ATSVR Process

The ATSVR Process may only be stopped by a duly authorised SOC

A SOC shall only deactivate the ATSVR Process when:

 requested by a LEA for valid operational reasons;

 following the standard operational procedures of the SOC; or

 following the successful recovery of the stolen vehicle

6.5 Functional Specification

Where the system is capable of providing its position to the SOC:

 time of the position report shall be known;

 system shall continue to update its position at regular intervals or as required by the LEA

The system’s operational area shall be clearly identified (for clarification, this does not refer to a radio coverage map, but rather restrictions on the operational area due to policy e.g restriction of operation to an individual country)

6.6 Detection

Any of the following events, among others, shall initiate the ATSVR process:

a) Report of theft by an Authorised User;

b) Request by the LEA (such requests shall be from a suitably senior officer and relate to a real and present danger to an individual or the public);

c) Detection of unauthorised movement:

 vehicle Registration Mark (if applicable);

 VIN (if applicable);

 colour;

 status (i.e whether active or not)

For all communications between the SOC and the LEA, all ATSVR's shall provide the SOC with a unique code

to avoid operational errors

The minimum detection accuracy shall be 25 m RMS

6.8 Tests

The Test House shall assess the system for compliance with the mandatory requirements of this standard The Test House shall validate the claims made by the ATSVR Supplier

The system components shall be tested in the form as installed

The Test House shall determine the location of the test in accordance with the Supplier’s installation and operational instructions Any special test requirements imposed by the Supplier shall be in accordance with normal installations

During each test all system components shall function normally and not cause any unintended alarms or change of status

On completion of the test, the system shall continue to function according to the Supplier’s specifications